Fluid-pressure brake.



PATENTED JULY 3, 1906 2 SEEETSSHEBT l,

fifa/@za y/Sfoo i. A. HICKS L P. H. HILL.

FLUID PRESSURE BRAKE.

APPLICATION FILED JULY 27, 1905.

'it i Lllll.

yNo. 82,4318.

wi tucasa No. 824,718. PATENTED JULY 3, 1906. J. A. HICKS & RH. HILL.

FLUID PRESSURE BRAKE. 4APPLIQA'LION Imm) JULY 27.1905.

z SHEETS-SHEET 2.

wil'neosca set during le charging ol" the auxiliary through -useful gnee'r to set the brakes when ever the auxil JAMES A..HICKS AND FRANK H. HlL-L, OF ATLANTA,

Specification of Letters Patent.

GEORGIA.

FLUID-PRESSURE BRAKE.

satema July s, ieee.

Application ne@ July 27,1905. serai No. 271,491.

To [all whom t nmycmwern:

Be it known that we, JAMES As. HICKS and FRANK H. HILL, ci tizens of the United States, residing at Atlanta, in the county of Fulton and State of Georgia, have invented new and Improvements in Fluid-Pressure Brakes, of which the following is a specification.

Our inventon has relation to new and useful improvements in.. fluid-pressure brakes constructed for use in connect-ion with rail-- way-vehicles, and more especially to brakes of the general type stated embodying a main' reservoir, a brake-cylinder, an auxiliary reservoir to receive air from the main reservoir and to discharge air under pressure into the brake-cylinder to actuate the brakes, the discliarge oi air being ermitted and controlled by a valve device iviiich depends for its opei'-,y ation upon a reduction-of pressure in the brake-pipe which charges the auxiliary.

I t is ,Well known that ,with the luid-pressure brakes now generally in use the eiiiciency of the brakes often greatly impaired and speed and certainty in application re- Iduced owing to the 4fact that under certain unavoidable conditions of operation the auxiliary and 'train-line pressures are reduced below the point necessary for the successful operation of the brakes. This may occur, for instance, when an emergency application pf the brakes has just Vbeen made and the s )eed ol" the train and thegrade are such that ille application fails .to hold the train or whenthc engineers valveuhas been left on lap after makingan a .iplicatioinso that the train-line has been bleil and the auxiliary lails to charge or when the train-line pressure has been depleted on heavy inclincs.bycontinuous or repeated applications oi the brakes. it our object, thcrraorc, to provide means associated with i brake system oi' the character stated which will be operable by the enia'ry or trairnpipe pressure shall be so reduced as to be incapable ol2 eli'ectingthe desired result, Whir'xh means will be effective for o eration whenever the auxiliary pressure ial below a degree of safety. I

A further object is to rovide means for the purposes stated whie 4will be operable bythe engineer for `setting the brakes and' When'so operated will maintain the brakes the triple and will be autoniaticailyv operated to release thebrakes when the auxiliary becomes charged to lill ruiming pres-A sure or a pressure capable ci' effectively actu? ating the'brakes.

The invention consists in associating with. the braking apparatus a supplemental valvemechanism connected with the brake-cylinder and train-pipe 'and through which the air v from the train-pipe ina y enter the brake-cyl inder when said valve-is open, the latter be#v ing maintained normally closed as long as there is working pressure in the auxiliary, but adapted to be opened by the admission of main-reservoir air to the train-pipe under conditions when the auxiliary pressure has been reduced below braking power.

We have fullyvand clearly illustrated our invention in the accompanying drawings, to be taken as a part oi `this specification, and whereinh 'n Figure 1 is view inside elevation of a brake system including `the improvements constituting oury resent invention. Fig. 2 is a view inside e evation of the attachment embodying our invention. Fig. 3 is a transverse section, and Fig. 4 is a horizontal section. l

Referring to the drawings, 1 designates the iin-iin trainfpi e which is connected at its forward end to tlie engineers valve. (not shown) in the usual manner and to the main reser voir.l (Also not shown.) On each car leading from-thebrake-pipel isa branch pipe 2, connected to the casing civ a triple valve 3 and through which air from the brake-pipe enters said casing in charging the auxiliaryv reservior 4, with which said triple valve is associated, the air passing to the auxiliary through the usual io'rt.

5 designates the rake? tains the usual brake-act fing piston 6 and piston-rod 7, having the spring 8, tending normally to maintain said piston in release position. The brake-cylinder is connected to the triple valve by means of a pipe 9., through roc which air may from the auxiliary to sa id: cylinder to actuate the brakes. This triple valve is shown as consisting of the well-knoi'i Westinghouse type, embodying a slide-valve controlled and operated in its movements 105 by a piston, the latter being actuated `,by

ressure in the train-pipe and said slide-valv having the usual ports for permitting the air to pass from the auxiliary tc the brake-c iin-:ff

der to exert its torce upon the brake-piston nf.

'Under7 which con- 95 and to exhaust the air'roxn the brake-cylinder when thev slide-Valve is-moved to the release and charging position. The triple also embodies an einer ency-yalve, by vntue'of which the air ma e passed from the brakepipe directly to t e brake-cylinder irrespect ive of the auxiliary and slide valve.

All of the parts thus enerally set forth. are of Well-known form and construction, and it is therefore not deemed necessary to more specifically describe the` same for the purn poses of this specification.

We will now. describe the im rovements embodying our` invention, Whic are to be employed in connection with the system above briefly described.

Before entering into a detailed description of the various elements and parts embodying our invention We might state that it is our purpose to actuate the brakes by admitting air from the main reservoir directly to the brake-cylinder and under main-reservoir pressure independently of the auxiliary and the triple valve, so'that the brakes may be operated successfully While the triple valve is in its release position and the auxiliary charging.

Again referring to the drawings, 10 designates a valve-casing which is arranged between the auxiliary reservoir and the triple, being securely bolted in position, said casing being formed with a main passage 1 1, which constitutes a continuation of the passage in the triple, through which the air asses When the auxiliary is recharging an when the brakes are being applied, said passage 11 o ening directly in to the auxiliary reservoir. A so formed in this valve-casing 10 and shown running parallel with the passage 11 is a second passage 12, one end of which com;

municates with the pipe 9', leading to thebrake-cylinder, the other end of said pipe connectin with the duct in the tri le, to Which sait? pipe is ordinarily connected). f

FroniI the construction so far described it will be steen that the o eration ofthe triple is in no Way changed, t -e latter'being merely moved away lfrom the head ofthe armiliary a sufficient distance to permit the attachment to be placed in the' position indicated.

Cast integral with the casing 10 is an extension 13, orined With a passage 14, Which intersects the-passage 12 and is formed at its inner end with a Valve-seat 15, through which said passa es o en by Way of an opening 16 into the c am )er 17, the latter being of greater diameter than the passage 14. Also formed in the extension 13 and extend` ing parallel with the passage 14 is a port or passage 18, which. opens at itsinner end into the passage 12, said passages 14 and 18 being connected by a chamber 19. This chamber is connected, by means of a nipplev20, With one end of a branch pipe 21, (see Fig. 1,) the other end of Which-is connected to the brakeseems pipe at a point forward of the triple valve/lso that air irom the brake-pipe may pass 'directly into the chamber 19 Without passing through the triple valve, the air on its Way to the bralre-cylinder traversing the chamber 19, port 18', and passage 12. ln the port 1S, is a checlevalve 22 of any approved construction, 'which opens toward the )assage 12 to permit the air to pass through t e passage 12 to the brake-cylinder, but closes to prevent the air from flowing back through said port 18.

in the passage 11 at a point intermediate its ends is a chamber or pocket 23, formed in its bottom with an opening 24, surrounded' byv a valve-seat 211, said chamber 23 communicating with the chamber 17 by means of' a duct 25, said duet opening into the lastmeutioned chamber at approximately the rear end thereof. ASlidabl1 disposed in the passage 14 and extending across the passage 12 into the chamber 17 is a Valve-rod 26 of smaller diameter than the said passages 14 and having mounted thereon a .cylindrical valve-block 27, snuffly ittin the interior of the' passage 14 an adapted to be moved across the passa e 12vto cut 0H the flow from the triple to the'y rake-cylinder- The Valveblock is maintained in position on the valverod by means of a shoulder 28 on said rod and a packingblock 29, Which closely fits the passage 14, and said rod carries at the end to- Ward the chamber 19 a piston-head 30, which constitutes a Valve to close the o ening through the nipple 20. 0n the end o the rod 26 Which projects into the chamber 17 is carried a piston 31, which is substantially twice the area of the piston-head 30, and it IOC Will be seen that when subjected to ressure the function of this piston will be to rive the piston-head 30 toward the seat on the nip le 20A to cut oli" direct pressure from the bra {epipe to the brake-cylinder and also to move the valve 27 from across the passage 12 to establish communication from the auxiliary to the brake-cylinder by Way of the triple.

It will be a parent' that when the auxil iary is charge to its 'full running ca acity say seventy poundsand a su istantial equilibrium of pressure is maintained between the brakepipe and the auxiliary there Will be the same pressure in the chamber 23 as in the auxiliary and ,that the air passes from said chamber through thelduct 25 into the chamber 17 and exerts its force againstl ITG rod to bring the piston 30 against the nipple f i and carries the valve 27 from across the Vpassage 12, It is therefore evident 'from the above that as long as aproper Working pressure is maintained in the auxiliary the flow of air from the main reservoir at main-reser- Voir pressure is cut ofi kand thatthe passage 12 is o en to establish communication between t e braixecylinder and the auxiisry, so that the bralies are operated in the usual manner. l

Means is provuledl whereby when the auxiliary pressure falls too low for safe and eflicient operation of the brakesthe valves will be ,automatically shifted to close vthe passage through the passage il? and open the direct. com VV unication be Ween the brakeipe and the brake-cylinder, so that the brakes are eiieiently set, and thel operation thereof by auxiliary pressure is discontinued until the pressure in the auxiliary reaches the ro er de es for edective operation of the limbes. is means will now be described.

Located in the chamber 23 is a reci rocatory valve 32, which coperaties with t e valveseat 24a and is carried by a diaphragm 33, which isA at all times subjected to the airpressure in the ei'ng operated when the proper auxiliary pressure is beingr maintained to keep the valve normally removed from its seat, so that communica'tion is had between chamber 23 and the chamber 17 whereby the rear side of the piston 31 is at all times subjected to auxilia pressure when the latter is at a safety brekmg power.

' The diaphragm 33 rests upon a shoulder 34'i`ormed in the casing 10 and is held in place by the lower end ol" a casing 35, threaded into the casing 10, as at 36, and inv which is located an expansive governor-s ring 37, the lower end of which engages a lock 38, carried by the upper side of the diaphragm. Threaded into the upper end of the casing is an adjusting-block-SQ, by means of which the tension of the spring may be regulated said block being accessible end or" the casin Which is movable cap 40. vThis spring is set to exert a force of about fifty pounds, which is the lpw'est amount of pressure that should e maintained in the chamber 17, and it Will seen that as soon as falls below fifty pounds the spring 3?' will immediately seat the valve 32 and cut oil communication between the chamber 2.3 and the chamber 1"?. The auxiliary pressure against the piston 3l having been discern tinued, thepreponderatingpressure from the brake-pipe on the pistonfhead ISO tends to move the-valve-rod and valves .'50 and 27 to openl direct communication between the main reservoir and the brake-cylindeiz`A To permit tlls operation, We provide in the casimgr lUaby-pass 41, (.'lonnectingy the chamber 225 and the chamber 42, .in which chamber operates a differential valve d3, adapted to f from `the upper eli-)sed by a re- 'opvn and close the by-pass and also to conzrol un exhaustbpening d4 in the casing. lhe valve 43 is ot' the diaphragm type and consists of a disk Winch is adapted to co @rate with anangular seat -ihformed isald chamber 23, said diaphragmv the auxiliary pressure.

` exert its force chamber and above which is arrangd an :mnulus 4,6, the under face ol which is concaved and having an openingr therethrough of less diameter. than the area oi' the under side ofthe valve, which is exposed to the airpressure, the valve and annulus beingr maintained in position by a bushing el?, threaded into osition, as at 48, and engaging the upper side of the said anmllus. The valve/43 receives the pressure on the entire surface exposed over the annular' seat 45, the diameter of which-is so proportionedthat a ressure of twenty pounds in the auxiliary Wi l keep the valve 43 seated against the iift -pound pressure in the chamber 17, exerts von the lesser area exposed to the under side 43. The annulus 46 is concaved onits un-y der face to permit the -disk of the diaphragm 43 t0 lift.

From the above it will be seen that as long y as a proper degree of auxiliary pressure is maintained the air from the chamberll will upon the upper side oll the valve 43 to keep the said valve seated but as soon as 'the auxiliary pressure drops below twenty pounds the lifty-pound pressure in the chamber 17 lifts the diaphragm-valve 43 from its seat and discharges thepredominating pressure from the chamber 17 out through the passage 44, thus permitting piston 3] to move when direct pressure is applied ton 3(1 through the nipple 2() and the pistonhead 30 is movedpout of engagement with thenipple .20 and the valve 27A. 1s moved across the passage l2 to cut ofi" the flow of air from the auxiliary to the brake-cylinder. lNhen the valvefrod is moved, as just described, the piston 31 forces the dead air against the under side of the valve 43, and the latter is raised from its seat, and. the rem@Liningr airexhuusts from the chamber l? through the opening-l. The valve 43 is 'iermitted to move from its seat, owing to the dillereinre in the areas of the upper and lower faces thereof, which are subiected to pressure. l

,x By-the operation just stated the brakes are set by direc-t pressure from the main reservoir Whenever the auxiliary pressure falls bclwf tv pounds, the flow of air being cut eti' s uit it is impossible for the engineer to use auxiiiary air for braking-power until theauxiliary reservoir has again been brought to the proper point for successfully loperating the brakes. When the auxiliary pressure is again suflicient to overcome the force ol the sprinw 37 the valve raised from its seat, and thii air sit-auxiliary pressure oioses the valve d3' and flows into the chamber 1.7 aud exerts its force on the piston. Si to move the valve-rod to seat the gisten-.head 30 on the nip ple 20 and to move t le' valve-37 so as te open tlie'passage-12. yThe brakes cnn-then'be operated,- by the auxiliary pressure in the usual manthe auxiliary to the brake-cylinder, so

of the valve ICO inder and tlic brake-pipe, a passage establishing communication between the brakel pipe and the brake-cylinder, a passage con neet-ing the auxiliary and the brake-oylinder, valve devices lor controlling said passages wherebyv when. one is opened the other is closed, a iluiil-pressure device actuated by pressure from the auxiliary to operate the valve devices, 'io cut oil Communication between the brake-pipe and the brake-cylinder,

and open the connection between the auxill iary and tlie brake-cylinder, and a fluidpressure device actuated by pressure from the mam reservoir to move the valves to i open communication between the brake-pipe g and the brake-cylinder, to cut olf the connec- Q larger of which is subjected to auxiliary pressure, and a valve operated by said member to control the communication between the auxiliary and the brake-cylinder.

12. In a iiuidressure brake system, the combination wit the main reservoir, the tri le valve, the auxiliary reservoir, the brakecy inder and the main brake-pipe, of means for direetin air from the brakeipe directly to the bra 3v-cylinder, means. 'or establishing communication between the auxiliary andthe vlnake-cylinder, a reci rocating rod carrying differential pistons, t ie smaller of which is subjected to brake-pipe pressure and the larger of which is subjected to aurgiliary pressure, and a valve carried by said lrod to control communication between the auxiliary and the brake-cylinder. f

1B. In a iuidressure brake system, the combination wit i the main reservoir, the tri plc valve, the auxiliary reservoir, the brakecvliiider and the main brake-pipe, of Ineens for directing air from the brake-pipe directly j said member to control the communication 1X5 between the auxiliary and the brake-cylinder.

to the brake-cylinder, means for establishin communication between the auxiliary an: the brake-cylinder, n movable member carrying ditl'erenti'al pistons7 tlic smaller of which is subjected to brake-pipe pressure, and the larger of which is subjected to auxiliary pressure, a valve operated by said member to cong trol the communication between the auxiliary and the brake-cylinder, and an automatically operated vvalve to cut oli' the auxiliary prescilinder and. the brakeine a casin arranged between the triple ivali/e and the aux- 7'o iliary reservoir, and formed with passages to establish communication between the brake-- pipc and thebrake-cylinder, and liieauxiliary. reservoir and the brake-cylinder., the reciprocating member in ilie casing carrying diiiercntial pistons, the smaller of which is subject cd to brake/pipe pressure and the larger of which is subjected to auxiliary pressure, 'a Valve carried by the reciprocating member to control communication between the auxiliary Se and the brake-cylinder, and automaticallyoperated means to cut oil the auxiliary pres sure on the larger piston when the rassure in the auxiliary falls bel i f, a pre etermined point.

15. ln a iuidressure brake system, the combination wit i the in ain reservoir, the tril le valve, the auxiliary reservoir, the bralreey inder and the main brake-pipe, of a casing arranged between the triple valve and the aux- 9o' -iliary reservoir, passages to establish communication between the auxiliary reservoir and the brake-cylinder, and the brake-pipe and the brake-cylinder, a piston-cliamber in said casing liavinif an opening for auxiliary pressure, a moya )le member in the casing caiTying,r differential pistons, the larger of wl'iicn is arranged in said piston-chamber and the smaller of which is subjected to brake-pipe ressure, and a Valve operated by said meniroo ber to control the passage between the auxiliary and the ineke-cylinder.

16. ln a l'uidressure brake system, the combination wit i the main reservoir, the triple valve, the auxiliary reservoir, the brake- 1o 5 cylinder and the iiiaiiiliialc-pipe, of means for directing air i'roni the liral epipe directly to the brake-cyliiuler, means for establishing communication between the auxiliary and the brake-cylinder, ny niovablemeinber, dillerr xe ln tesliniony win-reci we have hereunto set our hands in presence of two subscribing witn nesses. v

JAMES A. HCKS. FRANK ii. HILL. Vliitnesses J. lll. Woo'rEN, W. .lloiluizs Vines-NT. 

